Continuously variable transmission and an infinitely variable transmission variator drive

ABSTRACT

A transmission having a variator drive capable of being placed in a continuously variable operating mode or an infinitely variable operating mode, capable of having a wide ratio range, and capable of integrating a clutching capability within the transmission. The variable transmissions can be operated in at least two different operating modes, depending on an engagement status of the clutches therein. Methods of running the variable transmissions and drivelines that incorporate such variable transmissions are provided.

RELATED APPLICATIONS

The present application is a continuation application of U.S. patentapplication Ser. No. 14/769,296 filed on Aug. 20, 2015 and granted asU.S. Pat. No. 9,551,404. U.S. patent application Ser. No. 14/796,296claims priority to and benefit from Provisional U.S. Patent ApplicationSer. No. 61/785,793 filed on Mar. 14, 2013. The content of theabove-noted patent applications are hereby expressly incorporated byreference into the detailed description of the present application.

BACKGROUND FOR THE PRESENT DISCLOSURE

A vehicle having a driveline including a continuously variabletransmission allows an operator of the vehicle or a control system ofthe vehicle to vary a drive ratio in a stepless manner, permitting apower source of the vehicle to operate at its most efficient rotationalspeed. Further, the continuously variable transmission may be configuredto be an infinitely variable transmission, wherein the vehicle can besteplessly shifted from a forward mode to a neutral mode or even to areverse mode. Continuously variable transmissions known in the art tendto have limited ratio ranges and typically require the use of a torqueconvertor or a separate clutching mechanism to facilitate stopping andstarting the vehicle.

SUMMARY OF THE PRESENT DISCLOSURE

Provided herein is a transmission having a variator drive capable ofbeing placed in a continuously variable operating mode or an infinitelyvariable operating mode, capable of having a wide ratio range, andcapable of integrating a clutching capability within the transmission.The ratio range resulting from the configurations described herein, orobvious to one of skill in the art having read such disclosure will bewider than the variator range and sufficient for a vehicle.

Provided herein is a variable transmission comprising: an input shaft;an output shaft; and a first ring assembly rotatably disposed in ahousing selectively drivingly engaged with the input shaft using aclutch, the first ring assembly configured to be prevented from rotatingrelative to the housing by a grounding clutch and the first ringassembly comprising a first variator ball engagement surface that is indriving engagement with a plurality of variator balls. The variabletransmission, in certain embodiments, further comprises a variatorcarrier assembly rotatably disposed in the housing and drivingly engagedwith the input shaft using a sun gear on the input shaft, a plurality ofplanet gears rotatably disposed in the variator carrier assembly, and afixed ring gear coupled to the housing, the variator carrier assemblycomprising an annular arrangement of the plurality of tiltable variatorballs each having ball axle shafts. The variable transmission, incertain embodiments, further comprises a second ring assembly rotatablydisposed in the housing drivingly engaged with the output shaft, thesecond ring assembly comprising a second variator ball engagementsurface that is in driving engagement with each of the variator balls.The variable transmission, in certain embodiments, has an infinitelyvariable operating mode and a continuously variable operating mode.

In some embodiments, the input shaft and the output shaft are at leastpartially disposed in the housing.

In some embodiments, the input shaft is drivingly engaged with atorsional dampener disposed between an engine and the variabletransmission.

In some embodiments, a first middle portion of the input shaft isselectively drivingly engaged with the first ring assembly. In someembodiments, a second middle portion of the input shaft is selectivelydrivingly engaged with the variator carrier assembly. In someembodiments, a second middle portion of the input shaft forms the sungear and is drivingly engaged with the variator carrier assembly.

In some embodiments, the input shaft is drivingly engaged with a pump.

In some embodiments, the clutch comprises a wet plate clutch, a dryplate clutch, a cone clutch, or any other clutch type that may bevariably engaged. In some embodiments, the variator carrier assemblycomprises a brake clutch which is configured to place the variabletransmission in a parking condition.

In some embodiments, the plurality of planet gears are drivingly engagedwith the sun gear formed on the input shaft and with the fixed ring gearcoupled to the housing.

In some embodiments, the first ring assembly comprises a clutchengagement portion. In some embodiments, the clutch engagement portionextends inwardly from an inner surface of the first ring assembly. Insome embodiments, the first ring assembly comprises a grounding clutchengagement portion. In some embodiments, the grounding clutch engagementportion extends outwardly from a surface of the first ring assembly. Insome embodiments, the grounding clutch engagement portion extendsoutwardly from an outer surface of the first ring assembly. In someembodiments, the grounding clutch is at least partially disposed on aninner surface of the housing. In some embodiments, the grounding clutchis selectively variably engaged to militate against a relative rotationfrom occurring between the first ring assembly and the housing.

In some embodiments, an output gear formed on an outer surface of thesecond ring assembly is in driving engagement with a first end of theoutput shaft. In some embodiments, the output shaft comprises a firstend drivingly engaged with second ring assembly through a first outputshaft gear formed in the output shaft. In some embodiments, the outputshaft comprises a second end drivingly engaged with a vehicle outputthrough a second output shaft gear formed in the output shaft. In someembodiments, the first output shaft gear and the second output shaftgear have differing diameters to adjust a drive ratio between the secondring assembly and the vehicle output.

In some embodiments, the infinitely variable operating mode exists whenthe clutch is placed in a disengaged position, and the grounding clutchis placed in an engaged position. In some embodiments, the continuouslyvariable operating mode exists when the clutch is placed in an engagedposition, and the grounding clutch is placed in a disengaged position.In some embodiments, in the continuously variable operating mode thefirst ring assembly and the variator carrier assembly rotate in similardirections but at differing rates. In some embodiments, a mode of thetransmission depends on the engagement status of the clutch and thegrounding clutch.

Provided herein is a variable transmission comprising: an input shaftand a first ring assembly rotatably disposed in a housing, the firstring assembly drivingly engaged with the input shaft using a pluralityof double planet gears rotatably disposed on the first ring assembly,the first ring assembly configured to be prevented from rotatingrelative to the housing by a second grounding clutch, and the first ringassembly comprising a first variator ball engagement surface that is indriving engagement with a plurality of tiltable variator balls. Thevariable transmission of some embodiments comprises a variator carrierassembly rotatably disposed in the housing and configured to bemilitated from rotating relative to the housing by a first groundingclutch, the variator carrier assembly comprising a drive shaft drivinglyengaged using a second sun gear engaged with a second gear of each ofthe double planet gears, and an annular arrangement of the plurality oftiltable variator balls each having ball axle shafts. The variabletransmission of some embodiments comprises a second ring assemblyrotatably disposed in the housing drivingly engaged with a vehicleoutput, the second ring assembly comprising and a second variator ballengagement surface that is in driving engagement with each of thevariator balls. In some embodiments, said transmission has an infinitelyvariable operating mode and a continuously variable operating mode.

In some embodiments, the input shaft is at least partially disposed inthe housing.

In some embodiments, the input shaft is drivingly engaged with atorsional dampener disposed between an engine and the variabletransmission.

In some embodiments, a first sun gear is formed on a second end of theinput shaft and is drivingly engaged with a first gear of each of thedouble planet gears. In some embodiments, the first sun gear, theplurality of double planet gears, and the drive shaft form a ringlessplanetary gearset.

In some embodiments, the first ring assembly driven by the plurality ofdouble planet gears when the variator carrier assembly is fixed isdriven when the input shaft is rotated. In some embodiments, thevariator carrier assembly driven by the plurality of double planet gearswhen the first ring assembly is fixed is driven when the input shaft isrotated.

In some embodiments, the variator carrier assembly comprises a firstgrounding clutch engagement portion that forms of the first groundingclutch. In some embodiments, the first grounding clutch engagementportion extends outwardly from a second end of the variator carrierassembly. In some embodiments, the first grounding clutch is at leastpartially disposed on an inner surface of the housing. In someembodiments, the first grounding clutch is configured to be selectivelyvariably engaged to militate against a relative rotation from occurringbetween the variator carrier assembly and the housing. In someembodiments, the first grounding clutch is a plate clutch. In someembodiments, the first grounding clutch is a wet plate clutch, a dryplate clutch, a cone clutch, or any other clutch type that may bevariably engaged. In some embodiments, the first ring assembly isselectively drivingly engaged with the input shaft using the firstgrounding clutch.

In some embodiments, the first ring assembly comprises a secondgrounding clutch engagement portion. In some embodiments, the secondgrounding clutch engagement portion extends outwardly from an outersurface of the first ring assembly. In some embodiments, the secondgrounding clutch is at least partially disposed on an inner surface ofthe housing. In some embodiments, the second grounding clutch may beselectively variably engaged to militate against a relative rotationfrom occurring between the first ring assembly and the housing. In someembodiments, the second grounding clutch is a plate clutch. In someembodiments, the second grounding clutch is a wet plate clutch, a dryplate clutch, a cone clutch, or any other clutch type that may bevariably engaged. In some embodiments, the first variator carrierassembly may be selectively drivingly engaged with the input shaft usingthe second grounding clutch.

In some embodiments, the second ring assembly comprises an output gearformed in an outer surface of the second ring assembly. In someembodiments, the output gear is in driving engagement with the vehicleoutput.

In some embodiments, an operating mode of the variable transmission isdependent on an engagement status of the first grounding clutch and thesecond grounding clutch. In some embodiments, the continuously variableoperating mode is achieved when the first grounding clutch is engagedand the second grounding clutch is disengaged. In some embodiments, theinfinitely variable operating mode is achieved when the first groundingclutch is disengaged and the second grounding clutch is engaged

Provided herein is a variable transmission comprising: an input member;an output shaft; and a first ring assembly rotatably disposed in ahousing, the first ring assembly selectively drivingly engaged with theinput member using a first clutch, the first ring assembly configured tobe prevented from rotating relative to the housing by a second groundingclutch, and the first ring assembly comprising a first variator ballengagement surface that is in driving engagement with a plurality ofvariator balls. In some embodiments, the variable transmission comprisesa variator carrier assembly rotatably disposed in the housing andselectively drivingly engaged with the input member using a secondclutch, the variator carrier assembly comprising a first groundingclutch engagement portion that selectively variably engages a portion ofthe first grounding clutch to mitigate against relative rotation betweenthe first ring assembly and the housing, and an annular arrangement ofthe plurality of variator balls each having ball axle shafts. In someembodiments, the variable transmission comprises a second ring assemblyrotatably disposed in the housing drivingly engaged with the outputshaft, the second ring assembly comprising and a second variator ballengagement surface that is in driving engagement with each of thevariator balls. In some embodiments, the variable transmission has aninfinitely variable operating mode and a continuously variable operatingmode.

In some embodiments, the input member and the output shaft are at leastpartially disposed in the housing.

In some embodiments, the input member has a first end drivingly engagedwith a pump. In some embodiments, the input member is drivingly engagedwith an engine. In some embodiments, the input member is drivinglyengaged to the engine through at least one or more of a dampener and apump. In some embodiments, the dampener is a torsional dampener.

In some embodiments, a second end inner surface of the input member isselectively drivingly engaged with the first ring assembly using thefirst clutch. In some embodiments, the first clutch is a wet plateclutch, a dry plate clutch, a cone clutch, or any other clutch type thatmay be variably engaged.

In some embodiments, the first ring assembly comprises a first clutchengagement portion. In some embodiments, the first clutch engagementportion extends outwardly from a distal end of the first ring assembly.In some embodiments, the first clutch engagement portion is a portion ofthe first clutch.

In some embodiments, the first ring assembly comprises a secondgrounding clutch engagement portion. In some embodiments, the secondgrounding clutch engagement portion extends outwardly from a distal endof the first ring assembly. In some embodiments, the second groundingclutch engagement portion is a portion of the second grounding clutch.In some embodiments, the second grounding clutch is at least partiallydisposed on an inner surface of the housing. In some embodiments, thesecond grounding clutch is selectively variably engaged to militateagainst a relative rotation from occurring between the first ringassembly and the housing.

In some embodiments, a second end outer surface of the input member isselectively drivingly engaged with the variator carrier assembly usingthe second clutch. In some embodiments, the second clutch is a wet plateclutch, a dry plate clutch, a cone clutch, or any other clutch type thatmay be variably engaged.

In some embodiments, the variator carrier assembly comprises a secondclutch engagement portion. In some embodiments, the second clutchengagement portion extends inwardly from an inner surface of thevariator carrier assembly. In some embodiments, the second clutchengagement portion is a portion of the second clutch. In someembodiments, when the second clutch is placed in an engaged position thevariator carrier assembly is drivingly engaged with the input member.

In some embodiments, a distal end of the variator carrier assemblycomprises the first grounding clutch engagement portion. In someembodiments, first grounding clutch engagement portion extends outwardlyfrom an outer surface of the first ring assembly. In some embodiments,the first grounding clutch engagement portion forms a portion of thefirst grounding clutch.

In some embodiments, the second ring assembly comprises an output gearformed in an outer surface thereof. In some embodiments, the second ringassembly is in driving engagement with a first end of the output shaft.In some embodiments, the output shaft comprises a first end drivinglyengaged with the second ring assembly through a first gear formed in theoutput shaft and a second end drivingly engaged with the vehicle outputthrough a second gear formed in the output shaft. In some embodiments,the first gear and the second gear have differing diameters to adjust adrive ratio between the second ring assembly and the vehicle output.

In some embodiments, an operating mode of the variable transmission isdependent on an engagement status of the first clutch, the secondclutch, the first grounding clutch, and the second grounding clutch.

In some embodiments, the continuously variable operating mode isachieved when the first clutch is placed in the engaged position, thesecond clutch is placed in a disengaged position, the first groundingclutch is placed in the engaged position, and the second groundingclutch is placed in a disengaged position. In some embodiments, when inthe continuously variable operating mode, the first ring assembly isdrivingly engaged with the first ring assembly input shaft. In someembodiments, when in the continuously variable operating mode, each ofthe variator balls rotate about their axis to transfer torque from thefirst ring assembly to the second ring assembly, and to a vehicle outputthrough the output shaft. In some embodiments, when in the continuouslyvariable operating mode and when the ball axle shafts are tilted withinthe variator carrier assembly, a drive ratio between the first ringassembly and the second ring assembly is adjusted.

In some embodiments, the infinitely variable operating mode is achievedwhen the first clutch is placed in a disengaged position, the secondclutch is placed in the engaged position, the first grounding clutch isplaced in a disengaged position, and the second grounding clutch isplaced in the engaged position. In some embodiments, when in theinfinitely variable operating mode, the variator carrier assembly isdrivingly engaged with the first ring assembly input shaft and the firstring assembly is fixed with respect to the housing. In some embodiments,when in the infinitely variable operating mode, and when the ball axleshafts are tilted within the variator carrier assembly, a drive ratiobetween the variator carrier assembly and the second ring assembly isadjusted to one of a forward operating mode, a powered neutral, and areverse operating mode.

In some embodiments, the variable transmission comprises an axial forcegenerator configured to generate sufficient axial force to properlyoperate the vehicle transmission. In some embodiments, the axial forcegenerator comprises one or more clamping mechanisms. In someembodiments, the axial force generator comprises a ball ramp. In someembodiments, the axial force generator comprises a ball ramp thrustring. In some embodiments, the axial force generator comprises a loadapplied during assembly of the variable transmission.

In some embodiments, each of the ball axle shafts is adjusted using acam style tilting mechanism. In some embodiments, each of the ball axleshafts is adjusted using a split carrier axle skewing mechanism.

In some embodiments, the first variator ball engagement surface isformed in a distal end of the first ring assembly. In some embodiments,the first variator ball engagement surface is formed in an input ring ofthe first ring assembly. In some embodiments, the second variator ballengagement surface is formed in a distal end of the first ring assembly.In some embodiments, the first variator ball engagement surface is aconical surface or a concave toroidal surface in contact with orslightly spaced apart from each of the variator balls. In someembodiments, the second variator ball engagement surface is a conicalsurface or a concave toroidal surface in contact with or slightly spacedapart from each of the variator balls. In some embodiments, the firstvariator ball engagement surface is in driving engagement with each ofthe variator balls through one of a boundary layer type friction and anelastohydrodynamic film. In some embodiments, the second variator ballengagement surface is in driving engagement with each of the variatorballs through one of a boundary layer type friction and anelastohydrodynamic film.

Provided herein is a vehicle driveline comprising the variabletransmission of any arrangement disclosed herein or obvious to one ofskill in the art upon reading the disclosure herein, wherein thevariable transmission is disposed between an engine and a vehicleoutput. In some embodiments, the vehicle output comprises a differentialand a drive axle.

In some embodiments, the vehicle driveline comprises a torsionaldampener disposed between the engine and the variable transmission. Insome embodiments, the torsional dampener comprises at least onetorsional spring.

Provided herein is a method of changing from between a continuouslyvariable transmission mode, and an infinitely variable transmissionmode, comprising engaging or disengaging a clutch and a grounding clutchof the variable transmissions of any arrangement disclosed herein withreference to FIG. 1 or obvious to one of skill in the art upon readingthe disclosure herein.

Provided herein is a method of changing from between a continuouslyvariable transmission mode, and an infinitely variable transmissionmode, comprising engaging or disengaging a first grounding clutch and asecond grounding clutch of the variable transmissions of any arrangementdisclosed herein with reference to FIG. 2 or obvious to one of skill inthe art upon reading the disclosure herein.

Provided herein is a method of changing from between a continuouslyvariable transmission mode, and an infinitely variable transmissionmode, comprising engaging or disengaging first clutch, the secondclutch, the first grounding clutch, and the second grounding clutch ofthe variable transmissions of any arrangement disclosed herein withreference to FIG. 3 or obvious to one of skill in the art upon readingthe disclosure herein.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in thisspecification are herein incorporated by reference to the same extent asif each individual publication, patent, or patent application wasspecifically and individually indicated to be incorporated by reference.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features of the invention are set forth with particularity inthe appended claims. A better understanding of the features andadvantages of the present invention will be obtained by reference to thefollowing detailed description that sets forth illustrative embodiments,in which the principles of the invention are utilized, and theaccompanying drawings of which:

FIG. 1 depicts an embodiment of a vehicle driveline comprising avariable transmission including a planetary gearset located between anengine and a vehicle output.

FIG. 2 depicts an embodiment of a variable transmission including aplurality of double planet gears located between an engine and a vehicleoutput.

FIG. 3 depicts an embodiment of a variable transmission including twoclutches and two grounding clutches located between an engine and avehicle output.

FIG. 4 is a cutaway view of a currently known and used continuouslyvariable transmission (CVT).

FIG. 5 is a magnified cutaway view of a ball and ring of the CVT of FIG.4.

DETAILED DESCRIPTION OF THE INVENTION

Provided herein is a transmission having a variator drive capable ofbeing placed in a continuously variable operating mode or an infinitelyvariable operating mode, capable of having a wide ratio range, andcapable of integrating a clutching capability within the transmission.The ratio range resulting from the configurations described herein, orobvious to one of skill in the art having read such disclosure will bewider than the variator range and sufficient for a vehicle. Additionalvariable transmission details are described in U.S. application Ser. No.13/743,951 filed Jan. 17, 2013, and/or PCT/US2013/026037 filed Feb. 14,2013, incorporated herein by reference in their entirety.

In a vehicle, a variable transmission 2 a, 2 b, 2 c may be used toreplace a conventional transmission and a clutch in a vehicle driveline.As a non-limiting example, the variable transmission 2 a, 2 b, 2 c thatemploy a ball type Continuously Variable Transmission (CVT, which isalso known as CVP for constant variable planetary, herein) and mayreplace a conventional transmission and a clutch in a vehicle, such as afront wheel drive automobile. The transmissions disclosed herein may beused in any vehicle type that needs or uses a transmission.

Basic concepts of a ball type Continuously Variable Transmissions aredescribed in US2006084549 and AU2011224083A1, incorporated herein byreference in their entirety. Such a CVT, adapted herein as describedthroughout this specification, comprises a number of balls, depending onthe application, two discs with a conical surface contact with theballs, as input and output, and an idler as shown on FIG. 4. The type ofCVT provided herein comprises a variator comprising a plurality ofvariator balls, depending on the application, two discs or annular rings995, 996 each having an engagement portion that engages the variatorballs 997, at least. The engagement portions are optionally in a conicalor toroidal convex or concave surface contact with the variator balls,as input (995) and output (996). The variator optionally includes anidler 999 contacting the balls as well as shown on FIG. 4. The variatorballs are mounted on axles 998, themselves held in a cage or carrierallowing charming the ratio by tilting the variator balls' axes. Theballs are mounted on axes, themselves held in a cage or carrier allowingchanging the ratio by tilting the ball's axes. Other types of ball CVTsalso exist, like the one produced by Milner but are slightly different.

The working principle of such a CVT of FIG. 4 is shown on FIG. 5. TheCVP itself works with a traction fluid. The lubricant between the balland the conical rings acts as a solid at high pressure, transferring thepower from the input ring, through the balls, to the output ring. Bytilting the ball's axis, the ratio can be changed between input andoutput. When the axis is horizontal the ratio is one, when the axis istilted the distance between the axis and the contact point change,modifying the overall ratio. All the ball's axes are tilted at the sametime with a mechanism included in the cage. In a car, the CVT is used toreplace traditional transmission and is located between the engine andthe differential, at least.

The variable transmission 2 a, 2 b, 2 c is located between an engine 4and a vehicle output 6 as shown in FIG. 1, 2, or 3. The vehicle output 6is a differential 54 and a drive axle; however, it is understood thatother vehicle outputs may be used. The vehicle output may comprisebearings 12 a, 12 b, 12 c, 12 d, (not shown in FIG. 2) and wheels 24 a,24 b of the vehicle. A torsional dampener 16 (not shown in FIG. 1 orFIG. 2) may also be included, the torsional dampener 16 disposed betweenthe engine 4 and the variable transmission 2 a, 2 b to reduce vibrationand torque peaks.

Thus, provided herein is a variable transmission comprising: an inputshaft; an output shaft; and a first ring assembly rotatably disposed ina housing selectively drivingly engaged with the input shaft using aclutch, the first ring assembly configured to be prevented from rotatingrelative to the housing by a grounding clutch and the first ringassembly comprising a first variator ball engagement surface that is indriving engagement with a plurality of variator balls. The variabletransmission, in certain embodiments, further comprises a variatorcarrier assembly rotatably disposed in the housing and drivingly engagedwith the input shaft using a sun gear on the input shaft, a plurality ofplanet gears rotatably disposed in the variator carrier assembly, and afixed ring gear coupled to the housing, the variator carrier assemblycomprising an annular arrangement of the plurality of tiltable variatorballs each having ball axle shafts. The variable transmission, incertain embodiments, further comprises a second ring assembly rotatablydisposed in the housing drivingly engaged with the output shaft, thesecond ring assembly comprising a second variator ball engagementsurface that is in driving engagement with each of the variator balls.The variable transmission, in certain embodiments, has an infinitelyvariable operating mode and a continuously variable operating mode.

In some embodiments, the input shaft and the output shaft are at leastpartially disposed in the housing.

In some embodiments, the input shaft is drivingly engaged with atorsional dampener disposed between an engine and the variabletransmission.

In some embodiments, a first middle portion of the input shaft isselectively drivingly engaged with the first ring assembly. In someembodiments, a second middle portion of the input shaft is selectivelydrivingly engaged with the variator carrier assembly. In someembodiments, a second middle portion of the input shaft forms the sungear and is drivingly engaged with the variator carrier assembly.

In some embodiments, the input shaft is drivingly engaged with a pump.

In some embodiments, the clutch comprises a wet plate clutch, a dryplate clutch, a cone clutch, or any other clutch type that may bevariably engaged. In some embodiments, the variator carrier assemblycomprises a brake clutch which is configured to place the variabletransmission in a parking condition.

In some embodiments, the plurality of planet gears are drivingly engagedwith the sun gear formed on the input shaft and with the fixed ring gearcoupled to the housing.

In some embodiments, the first ring assembly comprises a clutchengagement portion. In some embodiments, the clutch engagement portionextends inwardly from an inner surface of the first ring assembly. Insome embodiments, the first ring assembly comprises a grounding clutchengagement portion. In some embodiments, the grounding clutch engagementportion extends outwardly from a surface of the first ring assembly. Insome embodiments, the grounding clutch engagement portion extendsoutwardly from an outer surface of the first ring assembly. In someembodiments, the grounding clutch is at least partially disposed on aninner surface of the housing. In some embodiments, the grounding clutchis selectively variably engaged to militate against a relative rotationfrom occurring between the first ring assembly and the housing.

In some embodiments, an output gear formed on an outer surface of thesecond ring assembly is in driving engagement with a first end of theoutput shaft. In some embodiments, the output shaft comprises a firstend drivingly engaged with second ring assembly through a first outputshaft gear formed in the output shaft. In some embodiments, the outputshaft comprises a second end drivingly engaged with a vehicle outputthrough a second output shaft gear formed in the output shaft. In someembodiments, the first output shaft gear and the second output shaftgear have differing diameters to adjust a drive ratio between the secondring assembly and the vehicle output.

In some embodiments, the infinitely variable operating mode exists whenthe clutch is placed in a disengaged position, and the grounding clutchis placed in an engaged position. In some embodiments, the continuouslyvariable operating mode exists when the clutch is placed in an engagedposition, and the grounding clutch is placed in a disengaged position.In some embodiments, in the continuously variable operating mode thefirst ring assembly and the variator carrier assembly rotate in similardirections but at differing rates. In some embodiments, a mode of thetransmission depends on the engagement status of the clutch and thegrounding clutch.

Provided herein is a variable transmission comprising: an input shaftand a first ring assembly rotatably disposed in a housing, the firstring assembly drivingly engaged with the input shaft using a pluralityof double planet gears rotatably disposed on the first ring assembly,the first ring assembly configured to be prevented from rotatingrelative to the housing by a second grounding clutch, and the first ringassembly comprising a first variator ball engagement surface that is indriving engagement with a plurality of tiltable variator balls. Thevariable transmission of some embodiments comprises a variator carrierassembly rotatably disposed in the housing and configured to bemilitated from rotating relative to the housing by a first groundingclutch, the variator carrier assembly comprising a drive shaft drivinglyengaged using a second sun gear engaged with a second gear of each ofthe double planet gears, and an annular arrangement of the plurality oftiltable variator balls each having ball axle shafts. The variabletransmission of some embodiments comprises a second ring assemblyrotatably disposed in the housing drivingly engaged with a vehicleoutput, the second ring assembly comprising and a second variator ballengagement surface that is in driving engagement with each of thevariator balls. In some embodiments, said transmission has an infinitelyvariable operating mode and a continuously variable operating mode.

In some embodiments, the input shaft is at least partially disposed inthe housing.

In some embodiments, the input shaft is drivingly engaged with atorsional dampener disposed between an engine and the variabletransmission.

In some embodiments, a first sun gear is formed on a second end of theinput shaft and is drivingly engaged with a first gear of each of thedouble planet gears. In some embodiments, the first sun gear, theplurality of double planet gears, and the drive shaft form a ringlessplanetary gearset.

In some embodiments, the first ring assembly driven by the plurality ofdouble planet gears when the variator carrier assembly is fixed isdriven when the input shaft is rotated. In some embodiments, thevariator carrier assembly driven by the plurality of double planet gearswhen the first ring assembly is fixed is driven when the input shaft isrotated.

In some embodiments, the variator carrier assembly comprises a firstgrounding clutch engagement portion that forms of the first groundingclutch. In some embodiments, the first grounding clutch engagementportion extends outwardly from a second end of the variator carrierassembly. In some embodiments, the first grounding clutch is at leastpartially disposed on an inner surface of the housing. In someembodiments, the first grounding clutch is configured to be selectivelyvariably engaged to militate against a relative rotation from occurringbetween the variator carrier assembly and the housing. In someembodiments, the first grounding clutch is a plate clutch. In someembodiments, the first grounding clutch is a wet plate clutch, a dryplate clutch, a cone clutch, or any other clutch type that may bevariably engaged. In some embodiments, the first ring assembly isselectively drivingly engaged with the input shaft using the firstgrounding clutch.

In some embodiments, the first ring assembly comprises a secondgrounding clutch engagement portion. In some embodiments, the secondgrounding clutch engagement portion extends outwardly from an outersurface of the first ring assembly. In some embodiments, the secondgrounding clutch is at least partially disposed on an inner surface ofthe housing, In some embodiments, the second grounding clutch may beselectively variably engaged to militate against a relative rotationfrom occurring between the first ring assembly and the housing. In someembodiments, the second grounding clutch is a plate clutch. In someembodiments, the second grounding clutch is a wet plate clutch, a dryplate clutch, a cone clutch, or any other clutch type that may bevariably engaged. In some embodiments, the first variator carrierassembly may be selectively drivingly engaged with the input shaft usingthe second grounding clutch.

In some embodiments, the second ring assembly comprises an output gearformed in an outer surface of the second ring assembly. In someembodiments, the output gear is in driving engagement with the vehicleoutput.

In some embodiments, an operating mode of the variable transmission isdependent on an engagement status of the first grounding clutch and thesecond grounding clutch. In some embodiments, the continuously variableoperating mode is achieved when the first grounding clutch is engagedand the second grounding clutch is disengaged. In some embodiments, theinfinitely variable operating mode is achieved when the first groundingclutch is disengaged and the second grounding clutch is engaged.

Provided herein is a variable transmission comprising: an input member;an output shaft; and a first ring assembly rotatably disposed in ahousing, the first ring assembly selectively drivingly engaged with theinput member using a first clutch, the first ring assembly configured tobe prevented from rotating relative to the housing by a second groundingclutch, and the first ring assembly comprising a first variator ballengagement surface that is in driving engagement with a plurality ofvariator balls. In some embodiments, the variable transmission comprisesa variator carrier assembly rotatably disposed in the housing andselectively drivingly engaged with the input member using a secondclutch, the variator carrier assembly comprising a first groundingclutch engagement portion that selectively variably engages a portion ofthe first grounding clutch to mitigate against relative rotation betweenthe first ring assembly and the housing, and an annular arrangement ofthe plurality of variator balls each having ball axle shafts. In someembodiments, the variable transmission comprises a second ring assemblyrotatably disposed in the housing drivingly engaged with the outputshaft, the second ring assembly comprising and a second variator ballengagement surface that is in driving engagement with each of thevariator balls. In some embodiments, the variable transmission has aninfinitely variable operating mode and a continuously variable operatingmode.

In some embodiments, the input member and the output shaft are at leastpartially disposed in the housing.

In some embodiments, the input member has a first end drivingly engagedwith a pump. In some embodiments, the input member is drivingly engagedwith an engine. In some embodiments, the input member is drivinglyengaged to the engine through at least one or more of a dampener and apump. In some embodiments, the dampener is a torsional dampener.

In some embodiments, a second end inner surface of the input member isselectively drivingly engaged with the first ring assembly using thefirst clutch. In some embodiments, the first clutch is a wet plateclutch, a dry plate clutch, a cone clutch, or any other clutch type thatmay be variably engaged.

In some embodiments, the first ring assembly comprises a first clutchengagement portion. In some embodiments, the first clutch engagementportion extends outwardly from a distal end of the first ring assembly.In some embodiments, the first clutch engagement portion is a portion ofthe first clutch.

In some embodiments, the first ring assembly comprises a secondgrounding clutch engagement portion. In some embodiments, the secondgrounding clutch engagement portion extends outwardly from a distal endof the first ring assembly. In some embodiments, the second groundingclutch engagement portion is a portion of the second grounding clutch.In some embodiments, the second grounding clutch is at least partiallydisposed on an inner surface of the housing. In some embodiments, thesecond grounding clutch is selectively variably engaged to militateagainst a relative rotation from occurring between the first ringassembly and the housing.

In some embodiments, a second end outer surface of the input member isselectively drivingly engaged with the variator carrier assembly usingthe second clutch. In some embodiments, the second clutch is a wet plateclutch, a dry plate clutch, a cone clutch, or any other clutch type thatmay be variably engaged.

In some embodiments, the variator carrier assembly comprises a secondclutch engagement portion. In some embodiments, the second clutchengagement portion extends inwardly from an inner surface of thevariator carrier assembly. In some embodiments, the second clutchengagement portion is a portion of the second clutch. In someembodiments, when the second clutch is placed in an engaged position thevariator carrier assembly is drivingly engaged with the input member.

In some embodiments, a distal end of the variator carrier assemblycomprises the first grounding clutch engagement portion. In someembodiments, first grounding clutch engagement portion extends outwardlyfrom an outer surface of the first ring assembly. In some embodiments,the first grounding clutch engagement portion forms a portion of thefirst grounding clutch.

In some embodiments, the second ring assembly comprises an output gearformed in an outer surface thereof. In some embodiments, the second ringassembly is in driving engagement with a first end of the output shaft.In some embodiments, the output shaft comprises a first end drivinglyengaged with the second ring assembly through a first gear formed in theoutput shaft and a second end drivingly engaged with the vehicle outputthrough a second gear formed in the output shaft. In some embodiments,the first gear and the second gear have differing diameters to adjust adrive ratio between the second ring assembly and the vehicle output.

In some embodiments, an operating mode of the variable transmission isdependent on an engagement status of the first clutch, the secondclutch, the first grounding clutch, and the second grounding clutch.

In some embodiments, the continuously variable operating mode isachieved when the first clutch is placed in the engaged position, thesecond clutch is placed in a disengaged position, the first groundingclutch is placed in the engaged position, and the second groundingclutch is placed in a disengaged position. In some embodiments, when inthe continuously variable operating mode, the first ring assembly isdrivingly engaged with the first ring assembly input shaft. In someembodiments, when in the continuously variable operating mode, each ofthe variator balls rotate about their axis to transfer torque from thefirst ring assembly to the second ring assembly, and to a vehicle outputthrough the output shaft. In some embodiments, when in the continuouslyvariable operating mode and when the ball axle shafts are tilted withinthe variator carrier assembly, a drive ratio between the first ringassembly and the second ring assembly is adjusted.

In some embodiments, the infinitely variable operating mode is achievedwhen the first clutch is placed in a disengaged position, the secondclutch is placed in the engaged position, the first grounding clutch isplaced in a disengaged position, and the second grounding clutch isplaced in the engaged position. In some embodiments, when in theinfinitely variable operating mode, the variator carrier assembly isdrivingly engaged with the first ring assembly input shaft and the firstring assembly is fixed with respect to the housing. In some embodiments,when in the infinitely variable operating mode, and when the ball axleshafts are tilted within the variator carrier assembly, a drive ratiobetween the variator carrier assembly and the second ring assembly isadjusted to one of a forward operating mode, a powered neutral, and areverse operating mode.

In some embodiments, the variable transmission comprises an axial forcegenerator configured to generate sufficient axial force to properlyoperate the vehicle transmission. In some embodiments, the axial forcegenerator comprises one or more clamping mechanisms. In someembodiments, the axial force generator comprises a ball ramp. In someembodiments, the axial force generator comprises a ball ramp thrustring. In some embodiments, the axial force generator comprises a loadapplied during assembly of the variable transmission.

In some embodiments, each of the ball axle shafts is adjusted using acam style tilting mechanism. In some embodiments, each of the ball axleshafts is adjusted using a split carrier axle skewing mechanism.

In some embodiments, the first variator ball engagement surface isformed in a distal end of the first ring assembly. In some embodiments,the first variator ball engagement surface is formed in an input ring ofthe first ring assembly. In some embodiments, the second variator ballengagement surface is formed in a distal end of the first ring assembly.In some embodiments, the first variator ball engagement surface is aconical surface or a concave toroidal surface in contact with orslightly spaced apart from each of the variator balls. In someembodiments, the second variator ball engagement surface is a conicalsurface or a concave toroidal surface in contact with or slightly spacedapart from each of the variator balls. In some embodiments, the firstvariator ball engagement surface is in driving engagement with each ofthe variator balls through one of a boundary layer type friction and anelastohydrodynamic film. In some embodiments, the second variator ballengagement surface is in driving engagement with each of the variatorballs through one of a boundary layer type friction and anelastohydrodynamic film.

Provided herein is a vehicle driveline comprising the variabletransmission of any arrangement disclosed herein or obvious to one ofskill in the art upon reading the disclosure herein, wherein thevariable transmission is disposed between an engine and a vehicleoutput. In some embodiments, the vehicle output comprises a differentialand a drive axle.

In some embodiments, the vehicle driveline comprises a torsionaldampener disposed between the engine and the variable transmission. Insome embodiments, the torsional dampener comprises at least onetorsional spring.

Provided herein is a method of changing from between a continuouslyvariable transmission mode, and an infinitely variable transmissionmode, comprising engaging or disengaging a clutch and a grounding clutchof the variable transmissions of any arrangement disclosed herein withreference to FIG. 1 or obvious to one of skill in the art upon readingthe disclosure herein.

Provided herein is a method of changing from between a continuouslyvariable transmission mode, and an infinitely variable transmissionmode, comprising engaging or disengaging a first grounding clutch and asecond grounding clutch of the variable transmissions of any arrangementdisclosed herein with reference to FIG. 2 or obvious to one of skill inthe art upon reading the disclosure herein.

Provided herein is a method of changing from between a continuouslyvariable transmission mode, and an infinitely variable transmissionmode, comprising engaging or disengaging first clutch, the secondclutch, the first grounding clutch, and the second grounding clutch ofthe variable transmissions of any arrangement disclosed herein withreference to FIG. 3 or obvious to one of skill in the art upon readingthe disclosure herein.

Thus, a first configuration of a vehicle driveline including a variabletransmission 2 a according to an embodiment of the invention is shown inFIG. 1. The variable transmission 2 a includes an input shaft 20, avariator carrier assembly, a first ring assembly, a second ringassembly, and an output shaft 22. The input shaft 20 and the outputshaft 22 are at least partially disposed in a housing (not shown). Thevariator carrier assembly, the first ring assembly, and the second ringassembly are rotatably disposed in the housing.

Ball ramps, indicated in FIG. 1 by a circle between a pair of verticallines, making up a first thrust ring on the first ring assembly and asecond thrust ring on the second ring assembly are disposed betweencomponents of the variable transmission 2 a as shown to generate anamount of axial force necessary for proper operation of the variabletransmission; however, it is understood that the amount of axial forcenecessary for proper operation may be generated by a clamping mechanism(not shown) or as a load applied during assembling of the variabletransmission.

The input shaft 20 has a first end drivingly engaged with the engine 4,a first middle portion which may be selectively drivingly engaged withthe first ring assembly, a second middle portion drivingly engaged withthe variator carrier assembly, and a second end drivingly engaged with apump 56. The first middle portion may be selectively drivingly engagedwith the first ring assembly using a clutch 8. The clutch 8 may be a wetplate clutch, a dry plate clutch, a cone clutch, or any other clutchtype that may be variably engaged. The second middle portion forms a sungear 50 and is drivingly engaged with the variator carrier assembly.

The variator carrier assembly is rotatably disposed in the housing andincludes a plurality of ball axle shafts tiltably disposed therein in anannular arrangement. Each of the ball axle shafts includes a variatorball 18 a, 18 b rotatably disposed thereon. Each of the ball axle shaftsmay be adjusted using one of a cam style tilting mechanism and a splitcarrier axle skewing mechanism. Further, it is understood that thevariator carrier assembly may include a brake clutch (not shown) whichmay be used to place the variable transmission in a parking condition.The variator carrier assembly includes a plurality of planet gears 48 a,48 b rotatably disposed therein. The plurality of planet gears 48 a, 48b are drivingly engaged with the sun gear 50 formed on the input shaft20 and, thereby, with a fixed ring gear 42 coupled to the housing. Thesun gear 50 formed on the input shaft 20, the plurality of planet gears48 a, 48 b, and the fixed ring gear 42 form a planetary gearset 10. Theplurality of planet gears 48 a, 48 b, and thus the variator carrierassembly, is driven when the input shaft 20 is rotated. The planet gears48 a, 48 b are part of a planetary gearset 10. The sun gear 50 and thefixed ring gear 42 may also be considered part of the planetary gearset.10.

The first ring assembly is an annular member rotatably disposed in thehousing. As mentioned hereinabove, the first ring assembly may beselectively drivingly engaged with the input shaft 20 using the clutch8. The first ring assembly includes a clutch engagement portion 34extending inwardly from an inner surface of the first ring assembly. Thefirst ring assembly includes a grounding clutch engagement portion 36extending outwardly from a surface of the first ring assembly. Thegrounding clutch engagement portion 36 may extend outwardly from anouter surface of the first ring assembly. A grounding clutch 28 at leastpartially disposed on an inner surface of the housing may be selectivelyvariably engaged to militate against a relative rotation from occurringbetween the first ring assembly and the housing. A first variator ballengagement surface 38 is formed in a distal end of the first ringassembly. The first variator ball engagement surface 38 may be a conicalsurface or a concave toroidal surface in contact with or slightly spacedapart from each of the variator balls 18 a, 18 b. The first variatorball engagement surface 38 is in driving engagement with each of thevariator balls 18 a, 18 b through one of a boundary layer type frictionand an elastohydrodynamic film.

The second ring assembly is an annular member rotatably disposed in thehousing. The second ring assembly is drivingly engaged with the outputshaft. An output gear 58 formed in an outer surface of the second ringassembly is in driving engagement with a first end of the output shaft22 (output shaft end 44). A second variator ball engagement surface 52is formed in a distal end of the second ring assembly. The secondvariator ball engagement surface 52 may be a conical surface or aconcave toroidal surface in contact with or slightly spaced apart fromeach of the variator balls 18 a, 18 b. The second variator ballengagement surface 52 is in driving engagement with each of the variatorballs 18 a, 18 b through one of a boundary layer type friction and anelastohydrodynamic film.

The output shaft 22 has the first end drivingly engaged with second ringassembly gear 58 through a first output shaft gear or end 44 formed inthe output shaft 22 and a second end drivingly engaged with the vehicleoutput 6 through a second output shaft gear 60 formed in the outputshaft 22. It is understood that the first output shaft gear or end 44and the second output shaft gear 60 may have differing diameters toadjust a drive ratio between the second ring assembly and the vehicleoutput 6.

The variable transmission 2 a as shown in FIG. 1 may be operated in atleast two different operating modes, depending on an engagement statusof the clutch 8 and the grounding clutch 28. The variable transmission 2a may be operated in a continuously variable operating mode when theclutch 8 is placed in an engaged position and the grounding clutch 28 isplaced in a disengaged position. In the continuously variable operatingmode, the first ring assembly and the variator carrier assembly rotatein similar directions (but at differing rates) due to the planetarygearset 10. The variable transmission 2 a may be operated in aninfinitely variable operating mode when the clutch 8 is placed in adisengaged position and the grounding clutch 28 is placed in an engagedposition.

A second configuration of a vehicle driveline including a variabletransmission 2 b according to an embodiment of the invention is shown inFIG. 2. The variable transmission 2 b includes an input shaft 20, avariator carrier assembly, a first ring assembly, and a second ringassembly. The input shaft 20 is at least partially disposed in a housing(not shown). The variator carrier assembly, the first ring assembly, andthe second ring assembly are rotatably disposed in the housing.

Ball ramps, not shown in FIG. 2, may make up a first thrust ring on thefirst ring assembly and a second thrust ring on the second ring assemblyare disposed between components of the variable transmission 2 b asshown to generate an amount of axial force necessary for properoperation of the variable transmission; however, it is understood thatthe amount of axial force necessary for proper operation may begenerated by a clamping mechanism (not shown) or as a load appliedduring assembling of the variable transmission.

The input shaft 20 has a first end drivingly engaged with the engine anda second end drivingly engaged with the first ring assembly through aplurality of double planet gears 26 a, 26 b rotatably disposed on thefirst ring assembly. A first sun gear 50 a is formed on the second endof the input shaft 20 and is drivingly engaged with a first gear 40 a,40 b of each of the double planet gears 26 a, 26 b.

The variator carrier assembly is rotatably disposed in the housing andincludes a plurality of ball axle shafts tiltably disposed therein in anannular arrangement. Each of the ball axle shafts includes a variatorball 18 a, 18 b rotatably disposed thereon. Each of the ball axle shaftsmay be adjusted using one of a cam style tilting mechanism and a splitcarrier axle skewing mechanism. The variator carrier assembly includes adrive shaft 46 formed in a first end thereof. The drive shaft isdrivingly engaged using a second sun gear 50 b with a second gear 62 a,62 b of each of the double planet gears 26 a, 26 b. The first sun gear50 a is formed on the input shaft. The first sun gear 50 a along withthe plurality of double planet gears 26 a, 26 b and the drive shaft 46form a ringless planetary gearset. The sun gear 50 b is formed on thedrive shaft 46. The first ring assembly (driven by the plurality ofdouble planet gears 26 a, 26 b when the variator carrier assembly isfixed) or the variator carrier assembly (driven by the plurality ofdouble planet gears 26 a, 26 b when the first ring assembly is fixed)may be driven when the input shaft 20 is rotated.

The variator carrier assembly includes a first grounding clutchengagement portion 66 extending outwardly from a second end of thevariator carrier assembly. A first grounding clutch 64 at leastpartially disposed on an inner surface of the housing may be selectivelyvariably engaged to militate against a relative rotation from occurringbetween the variator carrier assembly and the housing. As shown in FIG.2, the first grounding clutch 64 is a plate clutch. The first groundingclutch 64 may be a wet plate clutch, a dry plate clutch, a cone clutch,or any other clutch type that may be variably engaged. The first ringassembly may be selectively drivingly engaged with the input shaft usingthe first grounding clutch 64.

The first ring assembly is an annular member rotatably disposed in thehousing. The first ring assembly includes a second grounding clutchengagement portion 68 extending outwardly from an outer surface of thefirst ring assembly. A second grounding clutch 30 at least partiallydisposed on an inner surface of the housing may be selectively variablyengaged to militate against a relative rotation from occurring betweenthe first ring assembly and the housing. As shown in FIG. 2, the secondgrounding clutch 30 is a plate clutch. The second grounding clutch 30may be a wet plate clutch, a dry plate clutch, a cone clutch, or anyother clutch type that may be variably engaged. The first variatorcarrier assembly may be selectively drivingly engaged with the inputshaft 20 using the second grounding clutch 30.

A first variator ball engagement surface 38 is formed in a distal end ofthe first ring assembly. The first variator ball engagement surface 38may be a conical surface or a concave toroidal surface in contact withor slightly spaced apart from each of the variator balls 18 a, 18 b. Thefirst variator ball engagement surface 38 is in driving engagement witheach of the variator balls 18 a, 18 b through one of a boundary layertype friction and an elastohydrodynamic film.

The second ring assembly is an annular member rotatably disposed in thehousing. The second ring assembly is drivingly engaged with the vehicleoutput. An output gear 58 formed in an outer surface of the second ringassembly is in driving engagement with the vehicle output 6. A secondvariator ball engagement surface 52 is formed in a distal end of thesecond ring assembly. The second variator ball engagement surface 52 maybe a conical surface or a concave toroidal surface in contact with orslightly spaced apart from each of the variator balls 18 a, 18 b. Thesecond variator ball engagement surface 52 is in driving engagement witheach of the variator balls 18 a, 18 b through one of a boundary layertype friction and an elastohydrodynamic film.

The variable transmission as shown in FIG. 2 may be operated in at leasttwo different operating modes, depending on an engagement status of thefirst grounding clutch 64 and the second grounding clutch 30. Thevariable transmission may be operated in a continuously variableoperating mode when the first grounding clutch 64 is placed in anengaged position and the second grounding clutch 30 is placed in adisengaged position. The variable transmission may be operated in aninfinitely variable operating mode when the first grounding clutch 64 isplaced in a disengaged position and the second grounding clutch 30 isplaced in an engaged position.

A third configuration of a vehicle driveline including a variabletransmission according to an embodiment of the invention is shown inFIG. 3. The variable transmission includes an input member 32, avariator carrier assembly, a first ring assembly, a second ringassembly, and an output shaft 22. The input member 32 and the outputshaft 22 are at least partially disposed in a housing (not shown). Thevariator carrier assembly, the first ring assembly, and the second ringassembly are rotatably disposed in the housing.

Ball ramps, indicated in FIG. 3 by a circle between a pair of verticallines, making up a first thrust ring on the first ring assembly and asecond thrust ring on the second ring assembly are disposed betweencomponents of the variable transmission 2 c as shown to generate anamount of axial force necessary for proper operation of the variabletransmission; however, it is understood that the amount of axial forcenecessary for proper operation may be generated by a clamping mechanism(not shown) or as a load applied during assembling of the variabletransmission.

The input member 32 has a first end drivingly engaged with a pump 56, asecond end inner surface, and a second end outer surface. As shown inFIG. 3, the input member 32 is drivingly engaged with an engine 4through a dampener 16 and the pump 56; however, it is understood thatthe input member 32 may be directly drivingly engaged with the engine 4.The second end inner surface 74 may be selectively drivingly engagedwith the first ring assembly using a first clutch 70. The first clutch70 may be a wet plate clutch, a dry plate clutch, a cone clutch, or anyother clutch type that may be variably engaged. The second end outersurface 76 may be selectively drivingly engaged with the variatorcarrier assembly using a second clutch 72. The second clutch 72 may be awet plate clutch, a dry plate clutch, a cone clutch, or any other clutchtype that may be variably engaged.

The variator carrier assembly is rotatably disposed in the housing andincludes a plurality of ball axle shafts tiltably disposed therein in anannular arrangement. Each of the ball axle shafts includes a variatorball 18 a, 18 b rotatably disposed thereon. Each of the ball axle shaftsmay be adjusted using one of a cam style tilting mechanism and a splitcarrier axle skewing mechanism. A distal end of the variator carrierassembly includes a second clutch engagement portion 78 extendinginwardly from an inner surface of the variator carrier assembly; thesecond clutch engagement portion 78 forming a portion of the secondclutch 72. When the second clutch 72 is placed in an engaged positionthe variator carrier assembly is drivingly engaged with the input member32. The variator carrier assembly also includes a first grounding clutchengagement portion 66 extending outwardly from an outer surface of thevariator carrier assembly at the distal end thereof. A first groundingclutch 64 at least partially disposed on an inner surface of the housingmay be selectively variably engaged with the first grounding clutchengagement portion 66 to militate against a relative rotation fromoccurring between the variator carrier assembly and the housing.

The first ring assembly is an annular member rotatably disposed in thehousing. As mentioned hereinabove, the first ring assembly may beselectively drivingly engaged with the input member 32 using the firstclutch 70. The first ring assembly includes a first clutch engagementportion 80 extending outwardly from the first ring assembly input shaft82 at a first distal end thereof. The first ring assembly also includesa second grounding clutch engagement portion 68 extending outwardly froman outer surface of the first ring assembly at a second distal endthereof. A second grounding clutch 30 at least partially disposed on aninner surface of the housing may be selectively variably engaged tomilitate against a relative rotation from occurring between the firstring assembly and the housing. A first variator ball engagement surface38 is formed in the first ring assembly. The first variator ballengagement surface 38 may be a conical surface or a concave toroidalsurface in contact with or slightly spaced apart from each of thevariator balls 18 a, 18 b. The first variator ball engagement surface 38is in driving engagement with each of the variator balls 18 a, 18 bthrough one of a boundary layer type friction and an elastohydrodynamicfilm.

The second ring assembly is an annular member rotatably disposed in thehousing. The second ring assembly is drivingly engaged with the outputshaft 22. An output gear 58 formed in an outer surface of the secondring assembly is in driving engagement with a first end of the outputshaft. A second variator ball engagement surface 52 is formed in adistal end of the second ring assembly. The second variator ballengagement surface 52 may be a conical surface or a concave toroidalsurface in contact with or slightly spaced apart from each of thevariator balls 18 a, 18 b. The second variator ball engagement surface52 is in driving engagement with each of the variator balls 18 a, 18 bthrough one of a boundary layer type friction and an elastohydrodynamicfilm.

The output shaft 22 has a first end drivingly engaged with second ringassembly through a first gear 40 formed in the output shaft 22 and asecond end drivingly engaged with the vehicle output 6 through a secondgear 62 formed in the output shaft 22. It is understood that the firstgear 40 and the second gear 62 may have differing diameters to adjust adrive ratio between the second ring assembly and the vehicle output 6.

The variable transmission 2 c as shown in FIG. 3 may be operated in atleast two different operating modes, depending on an engagement statusof the first clutch 70, the second clutch 72, the first grounding clutch64, and the second grounding clutch 30. The variable transmission 2 cmay be operated in a continuously variable operating mode or aninfinitely variable operating mode. The variable transmission 2 c may beoperated in the continuously variable operating mode when the firstclutch 70 is placed in the engaged position, the second clutch 72 isplaced in a disengaged position, the first grounding clutch 64 is placedin the engaged position, and the second grounding clutch 30 is placed ina disengaged position. When placed in the continuously variableoperating mode, the first ring assembly is drivingly engaged with thefirst ring assembly input shaft 82. Each of the variator balls 18 a, 18b rotate about their axis to transfer torque from the first ringassembly to the second ring assembly, and to the vehicle output 6through the output shaft 22. When the ball axle shafts are tilted withinthe variator carrier assembly, a drive ratio between the first ringassembly and the second ring assembly may be adjusted.

The variable transmission 2 c may be operated in the infinitely variableoperating mode when the first clutch 70 is placed in a disengagedposition, the second clutch 72 is placed in the engaged position, thefirst grounding clutch 64 is placed in a disengaged position, and thesecond grounding clutch 30 is placed in the engaged position. Whenplaced in the infinitely variable operating mode, the variator carrierassembly is drivingly engaged with the first ring assembly input shaft82 and the first ring assembly is fixed with respect to the housing.When the ball axle shafts are tilted within the variator carrierassembly, a drive ratio between the variator carrier assembly and thesecond ring assembly is adjusted to one of a forward operating mode, apowered neutral, and a reverse operating mode.

While the figures and description herein are directed to ball-typevariators (CVTs), another embodiment may use version of a variator(CVT), such as a Variable-diameter pulley (VDP) or Reeves drive, atoroidal or roller-based CVT (Extroid CVT), a Magnetic CVT or mCVT,Ratcheting CVT, Hydrostatic CVTs, Naudic Incremental CVT (iCVT), ConeCVTs, Radial roller CVT, Planetary CVT, or any other version CVT. It isto be understood that the invention may assume various alternativeorientations and step sequences, except where expressly specified to thecontrary. It is also to be understood that the specific devices andprocesses illustrated in the attached drawings, and described in thespecification herein are simply exemplary embodiments of the inventiveconcepts defined herein. Hence, specific dimensions, directions or otherphysical characteristics relating to the embodiments disclosed are notto be considered as limiting, unless expressly stated otherwise.

While preferred embodiments of the present invention have been shown anddescribed herein, it will be obvious to those skilled in the art thatsuch embodiments are provided by way of example only. Numerousvariations, changes, and substitutions will now occur to those skilledin the art without departing from the invention. It should be understoodthat various alternatives to the embodiments of the invention describedherein may be employed in practicing the invention. It is intended thatthe following claims define the scope of the invention and that methodsand structures within the scope of these claims and their equivalents becovered thereby.

What is claimed is:
 1. A variable transmission comprising: an inputshaft; a first ring assembly rotatably disposed in a housing, the firstring assembly drivingly engaged with the input shaft using a pluralityof double planet gears rotatably disposed on the first ring assembly,the first ring assembly configured to be prevented from rotatingrelative to the housing by a second grounding clutch, and the first ringassembly comprising a first variator ball engagement surface that is indriving engagement with a plurality of tiltable variator balls; avariator carrier assembly rotatably disposed in the housing andconfigured to be militated from rotating relative to the housing by afirst grounding clutch, the variator carrier assembly comprising a driveshaft drivingly engaged using a second sun gear engaged with a secondgear of each of the double planet gears, and an annular arrangement ofthe plurality of tiltable variator balls each having ball axle shafts;and a second ring assembly rotatably disposed in the housing drivinglyengaged with a vehicle output, the second ring assembly comprising and asecond variator ball engagement surface that is in driving engagementwith each of the variator balls, wherein said transmission has aninfinitely variable operating mode and a continuously variable operatingmode.
 2. The variable transmission of claim 1, wherein the input shaftis at least partially disposed in the housing.
 3. The variabletransmission of claim 1, wherein a first sun gear is formed on a secondend of the input shaft and is drivingly engaged with a first gear ofeach of the double planet gears.
 4. The variable transmission of claim3, wherein the first sun gear, the plurality of double planet gears, andthe drive shaft form a ringless planetary gearset.
 5. The variabletransmission of claim 1, wherein the first ring assembly driven by theplurality of double planet gears when the variator carrier assembly isfixed is driven when the input shaft is rotated.
 6. The variabletransmission of claim 1, wherein the variator carrier assembly driven bythe plurality of double planet gears when the first ring assembly isfixed is driven when the input shaft is rotated.
 7. The variabletransmission of claim 1, wherein the variator carrier assembly comprisesa first grounding clutch engagement portion that forms of the firstgrounding clutch.
 8. The variable transmission of claim 7, wherein thefirst grounding clutch engagement portion extends outwardly from asecond end of the variator carrier assembly.
 9. The variabletransmission of claim 1, wherein the first ring assembly is selectivelydrivingly engaged with the input shaft using the first grounding clutch.10. The variable transmission of claim 1, wherein the first ringassembly comprises a second grounding clutch engagement portion.
 11. Thevariable transmission of claim 10, wherein the second grounding clutchengagement portion extends outwardly from an outer surface of the firstring assembly.
 12. The variable transmission of claim 1, wherein thesecond grounding clutch is at least partially disposed on an innersurface of the housing.
 13. The variable transmission of claim 1,wherein the second grounding clutch is a plate clutch.
 14. The variabletransmission of claim 1, wherein the first variator carrier assembly maybe selectively drivingly engaged with the input shaft using the secondgrounding clutch.
 15. The variable transmission of claim 1, wherein thesecond ring assembly comprises an output gear formed in an outer surfaceof the second ring assembly.
 16. The variable transmission of claim 15,wherein the output gear is in driving engagement with the vehicleoutput.
 17. The variable transmission of claim 1, wherein an operatingmode of the variable transmission is dependent on an engagement statusof the first grounding clutch and the second grounding clutch.
 18. Thevariable transmission of claim 1, wherein the continuously variableoperating mode is achieved when the first grounding clutch is engagedand the second grounding clutch is disengaged.
 19. The variabletransmission of claim 1, wherein the infinitely variable operating modeis achieved when the first grounding clutch is disengaged and the secondgrounding clutch is engaged.
 20. The variable transmission of claim 1,comprising a traction fluid.